Combined generator and steam-engine



No. 6|I,D06. Patented Sept. 20, I898. NI. L. WHITFIELD.

COMBINED GENERATOR AND STEAM ENGINE.

(Applicntion filed Nov. 16, 1897.)

(No Model.) 5 Sheets-8heet I.

Q q JLL. W/uyiczd BY 7% {am 4;. v A TTORNE Y5 THE Norms P275115 00.vmTc-ummwumumow n. c.

N0. BILDUS. Patented Sept. 20, I898. M. L. WHITFIELD.

COMBINED GENERATOR AND STEAM ENGINE.

(Application filed Nov. 16, 1897.)

(No Model.) 5 Sheets-$heet 2.

WITNESSES. /N VENTOR W 0 Jul. W/myzezd A TTORNEYS Patented Sept. 20,I898.

M. L. WHITFIELD.

COMBINED GENERATOR AND STEAM ENGINE.

(Application filed. Nov. 16, 1897.)

5 Sheets-Sheet 3 (No Model.)

w 6 Mi S W/TNESSES" No. 6ll,006.

Patented Sept. 20, !898. M. L..WH|TFIELD.

COMBINED GENERATOR AND STEAM ENGINE.

(Application filed Nov. 16, 1897.)

s Sheets-Sheet 4.

(No Model.)

WITNESSES EE/4M d A TTORNE r5 mwm 1m: Norms Pains ca, PHOY0-L|YHO,.wAsnmsmN. n cy No. 6ll,006. Patented Sept. 20, I898. M. L. WHITFIELD.

COMBINED GENERATOR AND STEAM ENGINE.

(Application filed Nov. 16, 1897.) (No Model.) 5 Sheets-Shoat 5.

Fig. 6.

on Zine 6' 6 of 93.

0 him A A TTORN E Y5 W/TNESSES 1 UNITED STATES PATENT OFFICE.

MAROY L. XVIIITFIELD, OF MEMPHIS, TENNESSEE, ASSIGNOR TO THE AMERL CANDYNAMO ENGINE AND MOTOR LAMP COMPANY, OF TENNESSEE.

COMBINED GENERATOR AND STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent N 0. 611,006, datedSeptember 20, 1898.

Application filed November 16, 1897. Serial No. 668,681. (No model.)

To all whom it may concern.-

Be it known that LMAROY L. \VHITFIELD, a citizen of the United States,residing at Memphis, in the county of Shelby and State of Tennessee,have invented certain new and useful Improvements in Electric Engines;and I do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same.

The object of my invention is to devise a machine which will combinewithinitself the mechanism for producing or consuming electrical energyand for consuming or producing the expansive energy of steam, air, 876.I aim, in other words, to produce an engine which will be adapted toutilize both electric and expansive energy, both directly as a producerand indirectly as a consumer, and in which either character of energymay be produced or consumed independently of the other. When my engineis used to consume expansive energy and produce electric energy, ittakes the form of a combined engine and dynamo. When used to consumeelectric energy and produce expansive energy, it is a combined electricmotor and pump. As, however, my engine may be used to produce or consumeelectric energy independently of its consumption or production ofexpansive energy, it finds its fitting designation in neither of theterms before mentioned. It may be properly called an electric engine.

Economy of space and power are both obtained by my construction. Myelectric engine is capable of use in many places where existing powerproducers or users are either inadequate or impossible to employ.

In accomplishing the object of my invention I have constructed adynamo-electric engine in which one or more of the field-magnets areinteriorly hollowed, so as to form what I term piston-chambers. Withinthe chambers thus formed reciprocate pistons which may be and preferablyare connected by suitable mechanism to the armature of thedynamo-electric machine, so that move ment of one will causecorresponding movement of the other.

I wish to call attention to the fundamental difference between thefunction of the pistonchamber which I employ and that of the pistonchamber or cylinder uscdin steam-engine construction. In steam-engineconstruction the design of the cylinder is controlled by the object tomake it sufficiently strong to allow the production of the desiredamount of expansive energy with the use of the least quantity of metal,and the metal is solely and sim- 6o ply aconfining agentfor theexpansive power.

In my construction the design of the fieldmagnet is controlled by theamount of electric energy which it is to produce or the number ofmagnetic lines which it is to contain, and the use of the field-magnetto inclose the hollowed-out portion which forms the walls of thepiston-chamber is incidental and subservient to its use as a magneticagent. Arising from this difference in the purpose and function of themetal forming the field-magnet are the facts that the position of thepiston-chamber within the field-magnet need not be confined to thecentral portion illustrated in the drawings of this specification, norneed the proportions of the piston-chamber relative to the field-magnetbe those commonly used in steam-engine construction.

\Vhen steam is conveyed to the pistonchamber through suitable valveconnections provided and the expansive engine becomes a steam-engine,reciprocation of the piston results in a correspondingmovement of thearmature and the dynamo-electric machine becomes a producer of electricenergy. If, on the contrary, the dynamo-electric machine is suppliedwith electrical energy and used as a motor, reciprocation of the pistonfollows corresponding rotation of the armature and the steam-engine isconverted into a pump. The power produced by the reciprocation of thepiston may also be added to that produced by the action of the armatureas a motor to effect concentration of power.

My invention is fully illustrated in the draw- 9 5 ings which accompanyand form a part of this specification, in which the samereferenceletters refer to the same or corresponding parts, and in which-Figure 1 is a side elevation of my electric 10o machine. Fig. 2 is a topplan view of the same. Fig. 3 is a central section on the line 3 3, Fig.2. Fig. 3 is a detail cross-section of the yoke containing thesteam-passages on the line 3 3, Fig. 3. Fig. 4 is a View of a modifiedconstruction. Fig. 5 is a view of another modified form of construction.Fig. 6 is a section on line 6 6, Fig. 3. Fig. 7 is an enlarged detail ofthe mechanism for actuating the throttling-valve. Figs. 8 and 9 areviews of a novel form of throttling-valve for governing the speed of theengine. Fig. 10 is a detail view of the driving-rod employed to transmitpower from the piston to the armature. Fig. 11 is a detail of thecrank-androd connection, showing the ball bearing. Fig. 12 is a detailview of the commutator and magnetic brush controller.

In the construction of my electric engine considerations of economy inthe production of power, of the utilization of the greatest possibleproportion of the power produced, and of the avoidance of unduly heatingthe coils used for energizing the field-magnets of the dynamo-electricmachine have caused me to adopt several types, each being fitted forspecial conditions. Of these I shall describe three of the mostprominent types of construction-namely, a bipolar type of generator bothfields of which are interiorly hollowed so as to confinepiston-chambers, a bipolar type of generator only one field of which isformed so as to constitute a piston-chamber, and a multipolar type ofgenerator two fields of which are specially formed so as to inclosepiston-chambers. Other types may be devised and successfully operated,but I confine myself to the illustration of the three n}: en1tioned, asthey are fairly representative 0 a 1.

Referring to Figs. 1, 2, 3, and 6 to 11, inclusive, A represents thepole-pieces of my dynamo-electric machine; B, the armature thereof; 0,the energizing-coils, and D the magnetic yoke connecting the twopole-pieces. The cross-section of the yoke D, as Well as of the poles A,is determined by the amount of electrical energy to be utilized in anyspecial machine, and should be amply sufficient to carry the lines offorce.

The special feature of my machine consists in the use which I make ofthe field-magnets or poles of my dynamo. These field magnets not onlyperform their ordinary function of producing a magnetic field, but areso formed as to constitute the piston-chambers, within which reciprocatepistons, by the action of which the power necessary to effect therevolution of the armature is generated. For this purpose they arehollowed intcriorly to form the cylinders E. For this purpose alsovalvechambers I are formed integrally or otherwise closely connected tothe field-magnets at the extreme rear or guide end of the same, spacebeing afforded between such valvechambers and the pole-pieces A for themagnet-coils 0. Within the valve-chambers I are stationed the valves 1,which alternately connect the ends of the cylinders with the supply-pipeH and exhaust-pipe H respectively. Both the supply and exhaust pipes arecast within a yoke H, which connects the two pole-pieces and serves alsoin this type of the electric engine to carry a portion of the lines offorce produced by the energizingcoils. Within the yoke II is also castthe main steam-inlet port H and the main steamdischarge port I1 Greatsimplicity and strength of construction are hereby attained.

The valve J used to control admission of steam is of novel constructionand is shown in Figs. 8 and 9. The desirability of a special type ofvalve for this purpose arises from the fact that in an engine of thistype the ordinary forms of governors to regulate the speed of rotationof the armature are not suitable, and I have devised a new form of valveand a novel governor acting in connection with the valve to control themovement of the same to effect the control of the engine ordinarilyobtained by centrifugal or other types of governors. The valve J is athrottling-valve and controls the amount of steam entering thesteam-chests. It is arc-shaped and fits closely within its casing J. Thecentral portion of the valve, or that which is normallyin front of themain inlet-pipe H is longitudinally slotted. The mouth of the steaminletpipe is also partially closed at this point by a series of bars 72 Theparts are so pro portioned that when the bars of the valve J register inposition with the bars h the passages of the valve and of the inlet-pipealso register and ingress of steam is permitted. It requires, however,but a slight axial turn of the valve to cause the valve-bars to closethe passage between the inlet-bars hiwhen steam is entirely out off. Thediameters of the valvecasing J and of the valve are so chosen that thetotal area of the opening permittedwhen the valve is opened is equal tothat of the in let-pipe or to the sum of the cross-sections of the twobranch inlet-pipes. Thus free passage of steam is secured, and at thesame time a very delicate control is effected over the amount of steamintroduced.

The mechanism for controlling the valve .I must of necessity be verydelicate and responsive in its action in order to properly andautomatically control the electrical output. To control the position ofthe valve, I make use of a magnetic valve-controller L. This consists ofmagnets M, mounted upon a suitable base, which act upon an armature M,which is in the form of a lever, keyed to the valve-stem 7 and normallyheld distant from the magnetic pole-pieces by the spiral spring m. Themagnets M are energized by the current produced by the rotation of thearmature. The strength of the current energizing the governor is thusdirectly dependent upon the speed of rotation of the armature, andeffective control is provided over the amount of steam admitted to thepiston-chambers.

This control may be made as delicate as required by properlyproportioning the length of the armature-lever N.

It may be here stated that the electric valvecontroller is only usedwhen the machine is used as a combined steam-engine and dynamo. Vhen theengine is used as a motor and pump, the electric governor isdisconnected. The power produced by the reciprocation of the piston F isconveyed to the armature-shaft by the driving-rods O. The driving-rods Oare connected to the piston-rods by the wrist-pins o,which slide inslots formed in the guides g, and are connected to the armature-shaft bythe wrist-pinsp, formed on the disks P,which are keyed to thearmature-shaft. To the crank-pins p are also attached valve-rods K,which extend across the dynamo toward the opposite piston-chamber. Asthe drivingrods are quartered with respect to each other, proper actionof the valve is thus secured. Suitable reduction in the movement of theValves relative to that of the crank-disks P is effected byproportioning the lengths of the levers K, by means of which thevalve-rods are connected to the stems I on which the valves are mounted.

I make provision for oiling the driving and valve rods by oil-wells Pformed within the disks P and connected to the wrist-pins 1), upon whichthe driving and valve rods are mounted, by channels P The centrifugalaction caused by the rotation of the disks P will serve to properly feedthe oil to the bear-' ings.

The armature B which I use may be of any desired construction, as alsothe commutator Z) used in connection therewith; but the form ofcontroller I use to graduate and determine the pressure with which thecarbons press against the commutator-surface is novel, and is shown inFig. 12. To secure the best effects from a commutator, the brush usedshould press against the same with a pressure corresponding to theamount of current carried by the armature, increasing as the currentstrength increases and decreasing as the current strength falls. Thefriction generated by the contact of the brush with thecommutator-surfaces is thus reduced as low as possible consistent withthe best electric action.

In my construction the brushes Z) are carried upon angled levers 11which are pivoted centrally to the magnetic brush-controller 6 Thisbrush-controller is pivoted to the poles at either end and conforms ingeneral contour to the shape of the face of the same. The centralportion Z) of the controller is of nonmagnetic material, such as brass,but the tips 11 are made of steel, so as to be magnetically attracted bythe pole-pieces when current is passing through the energizing-coils ofthe dynamo or motor. The strength of the magnetic attraction varies withthe variation in current strength of the energizing-current and isdirectly proportional to the amount of current strength. As the pressurewith which the brushes bear against the commutator is greater or less inaccordance with the position in which the magnetic brush-controller b isheld, and it will be seen that a perfect regulation is here secured,brass is employed for the central section of the brush-controller inorder to secure a more perfect action of the same.

The operation of my electric engine is as follows: When steam is used inthe pistonchambers of the engine and the engine is used as a combinedengine and dynamo, steam is admitted through the steam-inlet pipe I1passes into the piston-chambers, causing reciprocation of the pistons F,and is discharged through the discharge-port H As the steam inlet anddischarge conduits between the ports H and 11* are formed within theengine itself, leakage of steam is avoided and a very strongconstruction secured. The reciprocatory movement of the pistons Fproduces by reason of the connecting mechanism rotation of the armatureB and consequent generation of current. The speed of rotation of thearmature is determined by the amount of steam admitted to thesteam-chests or valvechambers I, and this in turn is governed by theposition of the arc-shaped throttling-valve J. The arc-shapedthrottling-valve J is governed as to its position by the action of themagnets M through which the main current passes, so that a closeregulation in the speed of rotation of the armature is secured.

IVhen the electric engine is used as a combined motor and pump, theoperation above stated is reversed. The reciprocation of the pistons isin this case the result and not the cause of the rotation of thearmature, but otherwise the action of the engine is substantially thesame.

In Figs. 4 and 5 I have shown views of two modified forms ofconstruction.

In Fig. 4 a bipolar type of generator is shown with only one fieldhollowed to constitute a piston-chamber. In this case theenergizing-coil C is wound upon the yoke connecting the pole-pieces forthe double reason of securing economy in copper on account of theincreased size of the pole-piece necessary because of the hollowing ofits interior and of avoiding undue heating of the coil. It is necessaryin this instance to magnetically insulate the yoke H, in which areformed the steam inlet and discharge conduits,

In Fig. 5 a multipolar type of generator is shown with only two of thepole-pieces hollowed to constitute piston-chambers. The pole-pieces thushollowed are oppositely situated, and the engine corresponds to the typeof engine shown in Fig. 1, with the exception that two additionalpole-pieces are employed. In all instances I prefer to make ,the polepiece or pieces of a relatively large mass with respect to thepiston-chamber formed therein, particularly when the device is used asan IIO electric generator operated by steam, in order that the heat maybe properly radiated Without affecting the insulated wire of the fieldmagnets.

Other types of construction may be employed than those I have shown andother forms of valves, valve-fittings, &c. I do not confine myself tothe details of the constructions I have shown, as these are unessentialand'do not affect the real character of my invention.

What I claim as new, and desire to secure by Letters Patent, is

1. A field-magnet or pole-piece having its interior hollowed so as toconstitute a pistonchamber, and having valve-passages formed within saidfield-magnet or pole-piece, in combination with a piston and suitablevalve mechanism, substantially as described.

2. A field-magnet or pole-piece of relatively large mass having itsinterior hollowed so as to constitute a relatively small piston-chamber,whereby the heat produced by steam Within said chamber will be radiatedby said pole-piece, and an armature rotatable with respect to saidpole-piece, in combination with a piston, suitable valve mechanism, andconnections between said piston and armature, substantially asdescribed.

3. The combination with an armature, of a field-magnet hollowed so as toconstitute a piston-chamber, and having valve-passages formed withinsaid field-magnet or pole-piece, a piston within said piston-chamber,valves and valve mechanism for controlling ingress and egress to saidpiston-chamber, and mechanism for connecting said piston to saidarmature, whereby movement of one will cause corresponding movement ofthe other, substantially as described.

4. The combination with an armature, of field-magnets hollowed so as toconstitute piston-chambers having valve-passages also formed within thesame, a yoke holding said field-magnets in line with each other onopposite sides of said armature and also completing the magnetic circuitthrough said fieldmagnets, pistons within said pistonchambers, valvemechanisms for controlling ingress to and egress from saidpiston-chambers, and mechanism for connecting said pistons to saidarmature and thereby rotating said armature, substantially as described.

5. The combination with an armature, an armature-shaft, disks on bothends thereof, and field-magnets hollowed so as to constitutepiston-chambers having valve-passages also formed within the same, of aframe adapted to hold said field-magnets in line with each other onopposite sides of said armature and also to complete the magneticcircuit through said field-magnets, pistons within said pistonchambers,valve mechanisms for controlling ingress to and egress from saidpiston-chambers, and driving-rods connecting said pistons and saiddisks, said driving-rods being on opposite sides of said field-magnetsand being quartered with relation to each other, substantially asdescribed.

6. The combination with an armature, of field-magnets hollowed so as toconstitute piston chambers having valve passages also formed within thesame, a frame holding said field-magnets in line with each other onopposite sides of said armature and also completing the magnetic circuitthrough said field magnets, pistons within said pistonchambers, valvemechanisms for controlling ingress to and egress from saidpiston-chambers, mechanism for connecting said pistons to said armatureand thereby rotating said armature, and means operated by eachpistonchamber for operating the valve mechanism of the oppositepiston-chamber, substantially as described.

7. The combination with an armature, an armature-shaft, disks on bothends thereof, and field-magnets hollowed so as to constitute pistonchambers having valve passages formed within the same, of a frameadapted to hold said field-magnets in line with each other on oppositesides of said armature and also to complete the magnetic circuit throughsaid field-magnets, pistons Within said piston-chambers, valve mechanismfor controlling ingress to and egress from said pistonchambers,driving-rods connecting said pistons and said disks, and valve-rodsconnecting the valve mechanism of each piston-chamber with thedriving-rod of the opposite piston-chamber, substantially as described.

8. The combination with an armature,polepieces hollowed so as toconstitute pistonchambers having valve-passages also formed within thesame, and a frame adapted to hold said pole-pieces in line with eachother on opposite sides of said armature, of pistons within saidpiston-chambers, valve mechanism for controlling ingress to and egressfrom said piston-chambers, mechanism for connecting said pistons to saidarmature whereby movement of the one will cause corresponding movementof the other, a magnetic yoke connecting said pole-pieces, and anenergizing-coil wound thereon, substantially as described.

9. The combination with an armature, two pole-pieces, each of saidpole-pieces being interiorly hollowed so as to constitute apistonchamber, and being formed with valve-passages, a yoke connectingsaid pole-pieces, said yoke having formed therein ingress and egressconduits, and valve mechanism for controlling ingress to and egress fromsaid piston-chamber, of a piston within said piston -chamber, andmechanism connecting said piston and said armature whereby movement ofthe one will result in corresponding movement of the other,substantially as described.

10. The combination with an armature,polepieces, and a commutator, ofcommutatorbrushes, magnetic fittings pivoted to said pole-pieces andadapted to change position relative thereto with variations of magneticIn testimony whereof I afliX my signature attraction of saidpole-pieces, and mechanism in presence of two witnesses. connecting saidbrushes with said fittings, whereby the pressure with which the brushesbear against the commutator is dependent Vitnesses: upon the magneticattraction of said pole- L. M. MARBLE, pieces, substantially asdescribed. S. G. HOPKINS.

MAROY L. \VIHTFIELD.

